Adaptive energy absorption system for a vehicle seat

ABSTRACT

An adaptive energy absorption system for a vehicle seat is disclosed, utilizing an adaptive energy absorber or variable profile energy absorber (VPEA) for mitigating occupant injury due to extreme vehicle movement (e.g., during a vehicle shock event), and/or for mitigating vibration experienced by an occupant of the vehicle seat during normal vehicle operating conditions. The adaptive energy absorption system achieves the aforementioned objectives for a wide range of occupant weights and load levels. Various configurations of dual-goal energy absorption apparatuses that enable both shock mitigation and vibration isolation are disclosed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This Application claims priority to U.S. Provisional Patent ApplicationSer. No. 60/809,386, filed May 31, 2006, which is hereby incorporated byreference herein in its entirety. This Application is also related toU.S. patent application Ser. No. [Attorney Docket No. 025526-0358016],filed on the same date herewith, which is also hereby incorporated byreference herein in its entirety.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Work relating to the subject matter of this patent application may havebeen performed with U.S. Government support under Contract No.N00421-06-C-0006, awarded by Naval Air Warfare Center AD (PAX). The U.S.Government may have certain rights in this invention.

FIELD OF THE INVENTION

The invention relates generally to energy absorbers and energyabsorption systems, and more particularly to shock and vibration energyabsorption systems for vehicle seats. Various configurations ofdual-goal energy absorption apparatuses that enable both shockmitigation and vibration isolation are disclosed along with an adaptiveenergy absorption system for a vehicle seat for mitigating occupantinjury due to extreme vehicle movement (e.g., during a vehicle shockevent), and/or for mitigating vibration experienced by an occupant ofthe vehicle seat during normal vehicle operating conditions.

BACKGROUND OF THE INVENTION

The minimization of shock load-induced injury is an important issue inseat suspension design. Occupant spinal and pelvic injuries, forexample, may result from harsh vertical/crash landings of aircraft, aswell as from vertical shock of land and marine vehicles. The severity ofresulting spinal, pelvic, or other injuries may be considerablyminimized if vehicles are equipped with crashworthy seat designs. A seatsuspension system can be used to mitigate the vertical shock loads thatare transmitted from the base of the vehicle (or extension thereof), andimparted into the human body. The attenuation of vertical impact forcesin vehicle mishaps is one of the prime factors in determiningsurvivability.

Energy absorbers, also known as energy attenuators or load limiters, area key component of crashworthy seat designs. Energy-absorbing crew seatsfor helicopter applications, for example, have made significantimprovements in helicopter crash survival. Early crashworthy crew seatsused fixed-load energy absorbers (FLEAs) to limit the load on anoccupant's spine. One drawback associated with these FLEAs, however, isthat they were not adjustable and stroked at a factory-established,constant load throughout their entire operating range. Variable loadenergy absorbers (VLEAs) were designed to address this drawback.

A VLEA enables an occupant to manually adjust the constant stroking loadby setting a control (e.g., a dial) to the occupant's weight. The loadincreases for large occupants, for example, taking advantage of theirgreater spinal load tolerance to reduce the stroked distance. Bycontrast, the load decreases for smaller occupants to reduce the risk ofinjury to their weaker spines. A VLEA enables a seat to deliver the samelow-injury risk regardless of occupant weight. VLEAs were developed witha provision so that a wide range of occupants would have equalprotection in a crash. An energy absorber load is selected that isproportional to the occupant's weight so that each occupant willexperience similar acceleration and use similar stroking space in acrash.

FLEAs and VLEAs are known as fixed profile energy absorbers (FPEAs)because they have a constant load-stroke curve. One drawback associatedwith FPEAs is that they are passive, meaning that they cannot adapttheir energy absorption or stroking profiles as a function of occupantweight, or as a function of real-time environmental measurements such asa vibration or shock load. Seat suspension systems that utilize FPEAssuffer from these and other drawbacks.

SUMMARY OF THE INVENTION

The invention addressing these and other drawbacks in the art relates toan adaptive energy absorption system for a vehicle seat utilizing anadaptive energy absorber or variable profile energy absorber (VPEA) formitigating occupant injury due to extreme vehicle movement (e.g., duringa vehicle shock event), and/or for mitigating vibration experienced byan occupant of the vehicle seat during normal vehicle operatingconditions. The adaptive energy absorption system achieves theaforementioned objectives for a wide range of occupant weights and loadlevels.

The adaptive energy absorption system, as described herein, may be usedwith any type of vehicle seats including, but not limited to, aircraftseats, land vehicle seats, marine vehicle seats, or seats for othervehicles that may experience vertical (or other) shock loads (whether itbe a one-time event or repetitive shock), or that may be exposed tovarying levels of vibration during normal operating conditions. Invarious implementations, the adaptive energy absorption system may beintegral with a vehicle seat, or retro-fit to existing vehicle seats.

The adaptive energy absorption system of the invention may furthercomprise, in addition to the VPEA, a controller (e.g., a single-mode ormulti-mode controller), and one or more sensors for measuring, amongother things, force, acceleration, velocity, strain, displacement, etc.The adaptive energy absorption system may also interface with existingvehicle sensors (e.g., an aircraft altimeter to measure sinkrate).Moreover, the adaptive energy absorption system may additionallycomprise a fixed profile energy absorber (FPEA) and/or a stiffnesselement (e.g., to supplement VPEA force and aid in vibration isolation)alone or in combination with the VPEA. In one implementation, one ormore components of the adaptive energy absorption system may be poweredby a power source independent of the vehicle (e.g., via one or morebatteries). The independent power source enables the system to continueto function in the event of a loss of vehicle power due to, for example,a shock event, or for any other reason.

According to an aspect of the invention, the VPEA may respond tochanging environmental stimuli such as occupant weight, occupantattitude, load level, or other stimuli, to effectively mitigate loadsinto the occupant's body. During normal operating conditions, forexample, the VPEA may be automatically adjusted in real-time to minimizeoccupant motion based upon a known occupant weight (e.g., automaticallysensed or manually adjusted) and known vibration levels (e.g., fromsensors). Limiting seat motion provides the advantages of enhancingcomfort and reducing fatigue for the occupant of the vehicle seat.During an extreme motion event (e.g., a shock event), motion sensors maytrigger the controller in to a secondary mode, wherein the VPEA may beautomatically adjusted to keep body loads (pelvic loads, spinal loads,etc.) within acceptable levels.

One advantage provided by the invention is that the controller mayautomatically adjust the VPEA in real-time to optimize occupant bodyloads based on a feedback control algorithm. For example, sensors formeasuring VPEA stroke (e.g., Linear Variable Differential Transformers(LVDTs)) as well as accelerometers on the vehicle floor, vehicle seat,and/or occupant helmet (or other wearable article) may providemeasurements which are fed back to the control algorithm. The controlalgorithm may then use this sensor data to maintain body loads (e.g.,lumbar force, chest accelerations, etc.) below injury limits.

An additional advantage provided by the invention is the capability toadapt to a varying range of occupants. VPEAs have the ability to varytheir load-stroke profile to account for occupant weight. The occupantweight may be determined by a manual setting, or via sensor measurement,and then used to automatically tune the system for the dynamics of theoccupant as well as the occupant's injury criteria. Using the occupantweight value, statistical biodynamic data may be used to developrelationships between occupant weight, dynamic parameters, and injurycriteria. The controller may use the aforementioned sensor data todetermine occupant motion/loads and/or a mathematical biodynamic model(such as a lumped parameter model) to estimate occupant motion/loads inorder to determine how to adjust the VPEA to maintain body loads belowinjury criteria. If a mathematical biodynamic model is utilized, dynamicparameters may be automatically updated based upon the occupant weight.Alternatively, the controller may use a gain schedule to adjust the VPEAin a pre-determined manner for given set parameters such as motion,weight, injury criteria, etc.

Yet another advantage provided by the invention is the capability toadapt to varying shock input levels. Real-time environmentalmeasurements may be used to tune the system to the harshness of eachparticular event. This is an advantage over conventional seat energyabsorption systems which tend to be tuned for a fixed shock level (thus,not optimally controlling body loads for other shock levels).

Still yet another advantage provided by the invention is that real-timefeedback control may be used to optimally control the VPEA to mitigatevibration due to normal vehicle operation; thereby enhancing comfort andreducing fatigue for the occupant. In one implementation, the samecontroller used for shock control may be utilized for vibration control.Alternatively, a multi-mode controller may be used that minimizesoccupant vibration during normal operation, and then switches to a shockcontrol mode during an extreme motion event. Once an extreme motionevent is measured, the controller may switch to a shock control mode toprevent occupant injury.

According to a further aspect of the invention, various configurationsof dual-goal energy absorption apparatuses that enable both shockmitigation and vibration isolation are disclosed in detail herein. Asnoted above, in one implementation, the VPEA may be automaticallyadjusted in real-time to keep body loads (pelvic loads, spinal loads,etc.) within acceptable levels during a vehicle shock event (or otherextreme motion event). For implementations wherein vibration isolationis desired, a stiffness element (e.g., a coil spring) may be introducedinto the system to reduce the system fundamental resonance and torebound the VPEA. In shock mitigation design, however, a stiffnesselement is undesirable because it stores energy and provides apotentially injurious or even lethal rebound reaction into the occupant.These conflicting design requirements have previously provided aformidable challenge to the utilization of one energy absorber for bothshock mitigation and vibration isolation. Accordingly, to address thisand other challenges, various dual-goal energy absorption apparatusesare disclosed that provide suitable stiffness for vibration isolation,whereas, in extreme motion events, the stiffness is removed. Althoughthese dual-goal energy absorption apparatuses are described herein inthe context of an adaptive energy absorption system for a vehicle seat,it should be recognized that they may be utilized in a variety of otherapplications without limitation.

Various other objects, features, and advantages of the invention will beapparent through the detailed description of the preferred embodimentsand the drawings attached hereto. It is also to be understood that boththe foregoing general description and the following detailed descriptionare exemplary and not restrictive of the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exemplary illustration of an adaptive energy absorptionsystem for a vehicle seat, according to an aspect of the invention.

FIG. 2 is an exemplary illustration of a sample MR damper design.

FIG. 3 is an illustration of a graphical view showing force v. velocitywith respect to damping at various applied currents.

FIG. 4 is an illustration of a graphical view of hysteresis cycle withrespect to displacement.

FIG. 5 is a graphical view of a dynamic range of an adjustable damperwhich may be controlled.

FIG. 6 is an exemplary illustration of an adaptive energy absorptionsystem for a vehicle seat, according to an aspect of the invention.

FIG. 7 is an exemplary illustration of an adaptive energy absorptionsystem for a vehicle seat, according to an aspect of the invention.

FIG. 8 is an exemplary illustration of an adaptive energy absorptionsystem for a vehicle seat, according to an aspect of the invention.

FIG. 9 is an exemplary illustration of an adaptive energy absorptionsystem for a vehicle seat, according to an aspect of the invention.

FIG. 10 is an exemplary illustration of an adaptive energy absorptionsystem for a vehicle seat, according to an aspect of the invention.

FIG. 11A is an exemplary illustration of a single rod actuator,according to an aspect of the invention.

FIG. 11B is an exemplary illustration of a double rod actuator,according to an aspect of the invention.

FIG. 12 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 13 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 14 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 15A is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 15B is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 16 is an exemplary illustration of a dual-goal energy absorptionapparatus operatively connected to a vehicle seat assembly, according toan aspect of the invention.

FIG. 17 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 18 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 19 illustrates a graph of the transmissibility for asingle-degree-of-freedom (SDOF) system.

FIG. 20 is an exemplary illustration of an adaptive energy absorptionsystem for a vehicle seat employing a fixed profile energy absorber(FPEA) and a variable profile energy absorber (VPEA) in a parallelconfiguration, according to an aspect of the invention.

FIG. 21 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 22 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 23 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 24 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 25 is an exemplary illustration of an adaptive energy absorptionsystem for a vehicle seat employing a fixed profile energy absorber(FPEA) and a variable profile energy absorber (VPEA) in series,according to an aspect of the invention.

FIG. 26 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 27 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 28 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 29 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 30 is an exemplary illustration of a dual-goal energy absorptionapparatus, according to an aspect of the invention.

FIG. 31 is an exemplary illustration of a control-flow diagram,according to an aspect of the invention.

FIG. 32 is an exemplary illustration of a control-flow diagram,according to an aspect of the invention.

FIG. 33 is an exemplary illustration of a control-flow diagram,according to an aspect of the invention.

FIG. 34 is an illustration depicting various exemplary shockacceleration pulses, according to an aspect of the invention.

FIG. 35 is an exemplary illustration of controlled load-stroke profiles,according to an aspect of the invention.

FIG. 36 is an exemplary illustration of a biodynamic model, according toan aspect of the invention.

DETAILED DESCRIPTION OF THE INVENTION

An adaptive energy absorption system is disclosed for use with any typeof vehicle seats including, but not limited to, aircraft (e.g.,rotorcraft, fixed wing, etc.) seats, land vehicle seats (e.g., seats forheavy-duty military, agricultural, and construction vehicles, etc.),marine vehicle seats, or seats for other vehicles that may experiencevertical (or other) shock loads, or that may be exposed to varyinglevels of vibration during normal operating conditions.

With particular reference to FIG. 1, adaptive energy absorption system100 is provided for a vehicle seat 20. In one implementation, vehicleseat 20 may comprise an existing vehicle seat, and one or more of thecomponents of system 100 (as disclosed herein) may be retrofit tovehicle seat 20. Alternatively, vehicle seat 20 along with one or morecomponents of system 100 may be provided together as an integral systemfor installation in a vehicle.

According to an aspect of the invention, an adaptive energy absorber orvariable profile energy absorber (VPEA) 30 may be operatively connectedto vehicle seat 20, and to a base 10 of a vehicle (or extensionthereof). VPEA 30 may comprise an active valve damper, amagnetorheological (MR) fluid damper, an electroheological (ER) fluiddamper, or other adjustable energy absorber. In various implementations,VPEA 30 may be provided alone, or in combination with a fixed profileenergy absorber (FPEA) 40 (e.g., wire-bender, composite crushable tube,etc.) and/or a stiffness element 50 (e.g., a coil spring, leaf spring,visco-elastic material, etc.) in any number of configurations. In oneimplementation, for example, and as described in greater detail below,one structure comprising a stiffness element 50 releasably coupled toVPEA 30 may be provided for both shock mitigation and vibrationisolation.

System 100 may further comprise a controller 60 (e.g., a single-mode ormulti-mode controller) that may automatically adjust VPEA 30 inreal-time to an optimal setting based on feedback from a weightindication mechanism 72 and/or one or more sensors (70 a, 70 b . . . 70n) which will be described in detail below. One or more components ofsystem 100 may be powered by a power source 90, as described in greaterdetail below.

As a general overview, VPEA 30 may respond to changing environmentalstimuli such as occupant weight, occupant attitude, load level, or otherstimuli, to effectively mitigate loads into the occupant's body.According to one implementation of the invention, controller 60 mayoperate only in a mode to mitigate injury to an occupant of vehicle seat20 when an occurrence of a vehicle shock event (or other extreme motionevent) is determined.

In another implementation, controller 60 may be used to adjust VPEA 30for purposes of vibration isolation and shock mitigation. For example,during normal (vehicle) operating conditions, controller 60 may operatein a first mode to automatically adjust VPEA 30 in real-time to minimizeoccupant motion based upon a known occupant weight (e.g., automaticallysensed or manually adjusted) and/or known vibration levels (e.g., fromsensors). Limiting motion of vehicle seat 20 provides the advantages ofenhancing comfort and reducing fatigue for the occupant of vehicle seat20. During an extreme motion event (e.g., a vehicle shock event), motionsensors may trigger controller 60 in to a second mode, wherein VPEA 30may be automatically adjusted to keep body loads (pelvic loads, spinalloads, etc.) within acceptable levels.

Prior to describing the various control strategies that may beimplemented for vibration isolation and/or shock mitigation, anexplanation of the one or more components that may comprise system 100(FIG. 1) will now be provided. It should be recognized, however, thatone or more of the components of system 100 (depicted in FIG. 1) may ormay not be present (or may be present in various configurations) indifferent implementations of the invention, depending on whether system100 is utilized for vibration isolation and/or shock mitigation.Accordingly, the depiction of system 100 in FIG. 1 is exemplary only,and should not be viewed as limiting. Additional configurations ofsystem 100 will be described below and illustrated in the accompanyingdrawing figures.

Power Source.

According to an aspect of the invention, one or more components ofsystem 100 may be powered by a power source 90. In one implementation,power source 90 may comprise a power source associated with the vehicle.Alternatively, power source 90 may comprise a source (e.g., one or morebatteries) independent of the vehicle so as to enable system 100 tocontinue to function in the event of a loss of vehicle power due to, forexample, a shock event, or for any other reason. According to yetanother alternative implementation, one or more components of system 100may be powered by a power source associated with the vehicle, whilepower source 90 serves as a “back-up,” independent power source whichwill activate upon a loss of vehicle power. Other configurations may beimplemented.

Sensors.

According to an aspect of the invention, to control VPEA 30, one or moresensors (70 a, 70 b, . . . 70 n) may be provided to yield real-timemotion information. For example, in one implementation, at least onesensor may be provided on vehicle seat 20, and one sensor may beprovided on base 10 of the vehicle (e.g., on the floor of the vehicle,or on a platform or other structure to which vehicle seat 20 mayoperatively connected) so that the input load levels as well motion ofthe occupant (both absolute & relative) may be determined. Depending onthe design of the control system, sensors (70 a, 70 b, . . . 70 n) maymeasure force (e.g, load cells), acceleration (e.g., accelerometers),velocity (e.g., PVTs, etc.), strain/displacement (e.g., LVDT, straingauge, etc), vehicle position, and/or vehicle attitude. In someimplementations, one or more of sensors (70 a, 70 b, . . . 70 n) maycomprise, or interface to, existing vehicle sensors (e.g., an aircraftaltimeter to measure sinkrate).

In one implementation, a weight indication mechanism 72 may also be usedto obtain an occupant's weight (or mass) to tune the system to theoccupant. Weight indication mechanism 72 may comprise a control forenabling an occupant to manually select his or her weight, a weightsensor (e.g. strain gauge) positioned on vehicle seat 20, or othermechanism for obtaining the weight of an occupant of vehicle seat 20.

In addition to occupant weight, sensor(s) determining occupant positionand/or attitude within vehicle seat 20 may also be provided. Forexample, one or more PVDF sensors in (or associated with) vehicle seat20 may be used to measure occupant center of gravity (CG). An array ofproximity/position sensors in (or associated with) vehicle seat 20 maybe used to determine body position, and an array of force or strainsensors in (or associated with) the structure of vehicle seat 20 mayalso be utilized to measure occupant CG. Additional implementationsexist.

In one implementation, one or more of sensors (70 a, 70 b, . . . 70 n)may be body-mounted such as, but not limited to, those mounted on ahelmet, clothing, etc. of the occupant of vehicle seat 20 to measurereal-time body loads.

Due to the numerous configurations and possible placement positions ofone or more sensors (70 a, 70 b, . . . 70 n), they have been illustratedgenerally in FIG. 1. Various other types of sensors may be implementedas would be appreciated by those having skill in the art.

Controller.

As known and understood by those having skill in the art, controller 60may comprise a processor, as well as a memory for storing one or morecontrol algorithms for execution by the processor. The memory alsostores data that may be used and/or produced by execution of the one ormore control algorithms. Controller 60 interfaces with, and receivesmeasurement signals (controller inputs) from, one or more sensors (70 a,70 b, . . . 70 n) and/or weight indication mechanism 72. Based onprocessing performed, controller 60 interfaces with, and generates oneor more control signals (controller outputs) to control one or morecomponents of system 100 (e.g., VPEA 30).

According to one implementation, controller 60 may comprise asingle-mode controller that may operate only in a mode to mitigateinjury to an occupant of vehicle seat 20 when an occurrence of a vehicleshock event (or other extreme motion event) is determined.

In an alternative implementation, controller 60 may function to providevibration isolation during normal vehicle operation, and to mitigate (orprevent) bodily injury to an occupant of vehicle seat 20 during avehicle shock event. Controller 60 may, for instance, comprise asingle-mode controller, wherein the same control law (or algorithm) maybe used to both minimize vibration, and optimize body loads during avehicle shock event. Controller 60 may alternatively comprise adual-mode controller having a first control mode (which may be referredto herein as a normal or vibration control mode), and a second controlmode (which may be referred to herein as a shock control mode). Each ofthe modes of controller 60 are discussed in greater detail below withreference to FIGS. 12-14.

Variable Profile Energy Absorber (VPEA).

According to an aspect of the invention, VPEA 30 may comprise anadjustable energy absorber that can modify its energy absorbingcapabilities as commanded by a feedback control system. Examples of suchdevices, as noted above, may include, but are not limited to, activevalue dampers, magnetorheological (MR) fluid dampers, andelectrorheological (ER) fluid dampers, etc. Using feedback control,these dampers may adjust the load profile as vehicle seat 20 strokes,for example, during a crash or other vehicle shock event.

MR and ER fluid dampers, in particular, are advantageous because theyare able to achieve what is effectively an infinitely adjustable profileenergy absorber, as described below. MR fluid dampers, in particular,are advantageous in that they are easily powered by a DC electricalsupply (e.g., battery) which facilitates the provision of an independentpower source (e.g., power source 90), as described above.

By way of background, ER and MR fluids possess the ability to changeproperties when electric or magnetic fields are applied thereacross,respectively. This change is mainly manifested as a substantial increasein dynamic yield stress, or apparent viscosity, of the fluid. ER and MRfluids exhibit nonlinear effects due to applied field, applied loads,strain amplitude, and frequency of excitation in dynamic displacementconditions.

The application of ER & MR fluids to the valve of a damper in thepresence of a controllable electric/magnetic field results in thesemi-active device known as an ER & MR damper, respectively. FIG. 2 isan exemplary illustration of a sample MR damper design. An explanationof the operation of an MR damper will not be provided herein, as MRdampers are known and understood by those having skill in the art. Oneexample of an MR damper may be found in U.S. Pat. No. 6,694,856 B1(issued Feb. 24, 2004), entitled “MAGNETORHEOLOGCAL DAMPER AND ENERGYDISSIPATION METHOD” to Chen et al., which is hereby incorporated byreference herein in its entirety.

FIG. 3 illustrates representative test data obtained from a COTS LordRheonetics™ damper showing the force vs. piston velocity behavior as afunction of applied field. As depicted, the damper force can be brokeninto two regimes, preyield and postyield. The preyield portion tends tobe fairly rigid and is often approximated as Coulomb damping, while thepostyield is plastic and is often approximated as viscous damping.

FIG. 4 illustrates representative force vs. piston displacement behaviorfor an MR damper. The total energy dissipated by the damper isrepresented by the area within the depicted hysteresis curves. As theapplied field is increased, the hysteresis loop increases in size,thereby increasing the amount of energy that can be dissipated by thedamper.

Like all semi-active devices, ER and MR dampers are purely dissipative.That is, there is only control authority when the desired force and therelative velocity are of the same sign. More specifically, ER and MRdampers have a dynamic range limited by the field-off and maximum fieldcases as shown in FIG. 5.

Based upon design considerations including, but not limited to, occupantweight range, design load levels, geometric restrictions, etc., one ormore VPEAs 30 may be utilized in system 100, and their arrangement mayvary. Multiple VPEAs 30 may be implemented in parallel, for instance, toincrease the capacity. Using multiple VPEAs may also enable the use ofsmaller devices rather than one larger device. Additionally, arrangingVPEAs in a diagonal configuration may be beneficial in maximizing strokewhen vertical space is limited.

Fixed Profile Energy Absorber (FPEA).

In certain implementations, as recited above, system 100 may compriseone or more FPEAs 40 which may comprise, for example, a wire-bender,crushable column, inversion tube, tube and die, or other energyabsorber, etc. FPEA 40 may be utilized (in certain implementations) as asupplement to VPEA 30. Should design load levels exceed the limitationsof VPEA 30 or necessitate a design for VPEA 30 that may be geometricallyunacceptable, one or more FPEAs 40 may be implemented. FPEA 40 may, forexample, be implemented either in series or in parallel with VPEA 30.Since the use of an FPEA may decrease controllability (e.g., the amountof controllable force vs. uncontrollable force), the FPEA load profileshould be chosen carefully to ensure that the system will be effectivefor design levels (occupant mass range, shock load levels, strokedistance, etc.).

Stiffness Element.

According to an aspect of the invention, system 100 may further compriseone or more stiffness elements 50. Examples of stiffness element 50 mayinclude, but are not limited to, coil springs, leaf springs,visco-elastic material, etc.

Stiffness element 50, if used, may be implemented such that it providesa tuned stiffness for vibration control (preferably soft to reducetransmissibility). The tuning of this stiffness is important because itsuse may sacrifice some stroke of the energy absorber(s) during a shockevent. Use of a variable stiffness spring (vs. fixed stiffness) may beadvantageous because it would enable tuning to varying occupant masses.The variable stiffness spring may be adjusted by a manual controlmechanism (e.g., a dial), or automatically adjusted based upon anoccupant mass measurement.

According to an aspect of the invention, stiffness element 50 may bedesigned such that it provides stiffness during normal operation, butnot during an extreme motion event (e.g., during a shock event). Forexample, stiffness element 50 may be positioned in series with an FPEA40 (e.g., FIG. 6), and with low stiffness such that it bottoms out atFPEA load levels.

According to an aspect of the invention, stiffness element 50 may bepositioned in parallel with VPEA 30 and/or FPEA 40 such that it breaksaway at high load levels (e.g., via break-away fasteners, etc.).Designing stiffness element 50 without such a feature may be undesirablebecause stiffness element 50 may store energy rather than allowing anenergy absorber (e.g., VPEA 30) to dissipate the energy as quickly aspossible.

Alternative Configurations.

FIGS. 6-10 are exemplary illustrations of various design configurationsfor system 100. Note that for ease of illustration, one or morecomponents of system 100 (e.g., controller 60, power source 90, weightindication mechanism 72, and one or more sensors (70 a, 70 b, . . . 70n)) have been omitted from these figures.

FIGS. 1 & 6 each depict configurations in which stiffness element 50 isin series with FPEA 40, and both are in parallel with VPEA 30. In FIG.1, FPEA 40 is depicted as a wire bender, while in FIG. 6, FPEA 40 isdepicted as a crushable composite energy absorber. In theseconfigurations, FPEA 40 may yield only during a shock event, and afterstiffness element 50 has bottomed out. During the shock event, FPEA 40may provide a fixed load-stroke profile, while VPEA 30 may automaticallyadjust to keep body load levels below required limits. Prior to theshock event, stiffness element 50 and VPEA 30 act to reduce occupantmotion due to vehicle vibration.

As discussed above, stiffness element 50 may also be positioned inparallel with the energy absorbers as shown in FIG. 7. In thisconfiguration, stiffness element 50 (e.g., the spring) is attached fromvehicle seat 20 to base 10 (or some other foundation point on thevehicle) via one or more break-away device(s) 55. This enables the tunedspring to work to isolate vibration during normal operation. During ashock event, however, stiffness element 50 breaks away from thefoundation and does not affect the shock control.

It should be noted that all of these configurations are shown with themechanical devices underneath vehicle seat 20 for ease of visualizingthe mechanical system. The configurations of this invention, however,are not limited to the illustrated arrangements. The mechanical devices(such as the FPEAs, VPEAs, springs, etc.) may be arranged behind vehicleseat 20, to the sides of vehicle seat 20, above vehicle seat 20, etc.,and may be configured to stroke in tension as well as compression inorder to maximize damper stroke and/or to meet geometric requirements.FIG. 8 depicts an example of such an arrangement wherein VPEA 30 ispositioned behind seat 20.

In many instances, it is likely that a shock event will not be perfectlyaligned with the vertical axis of vehicle seat 20. To account for this,a mechanical adapter 65 may be utilized that will convert lateral motioninto purely vertical motion. This may be achieved by a mechanicallinkage, etc. Utilizing such an adapter 65 (as shown in FIG. 9, forexample) may be beneficial for practical use.

Furthermore, such a mechanical adapter may also be used in situationswhere, due to geometric restrictions, for example, the energy absorbersmay not be oriented vertically. In such a case, adapter may be used totransmit the vertical motion into motion in the direction of action ofthe energy absorber(s) (e.g., horizontal, diagonal, etc.). An example ofsuch a mechanical adapter/arrangement 75 is shown in FIG. 10.

Dual-Goal Energy Absorption Apparatus.

According to an aspect of the invention, a dual-goal energy absorptionapparatus (or device) may be utilized to mitigate both vibrations due tonormal vehicle operation, as well as shock during a vehicle shock event(or other extreme motion event). Most energy absorbing devices forvehicle seat shock mitigation are rigid during normal operation and onlystroke during an extreme motion event. In these instances, there is novibration mitigation capability and the vehicle seat vibrates at thesame magnitude, if not higher, than the (vehicle) floor input.

With a continuously controllable VPEA (such as, for example, an MRdamper), the vehicle seat resonance may be designed to be much lowerthan the excitation input, thereby attaining vibration isolation. TheVPEA may then be controlled to actively or semi-actively reduceresonance while maintaining high frequency isolation. Once an extrememotion event is experienced, the VPEA may be optimally controlled tokeep body loads below injury thresholds while safely utilizing availablestroke. Accordingly, configurations of dual-goal energy absorptionapparatuses that provide a removable stiffness element, and improvedforce capability will be described in detail herein. As previouslyrecited, although the dual-goal energy absorption apparatuses aredescribed herein in the context of an adaptive energy absorption systemfor a vehicle seat, it should be recognized that they may be utilized ina variety of other applications without limitation. Accordingly, thefollowing text and accompanying drawing figures should not be viewed aslimiting.

With reference to FIG. 1, and as previously recited, for vibrationisolation, it may be necessary to introduce a stiffness element (e.g.,stiffness element 50) into system 100 to reduce the system fundamentalresonance and to rebound VPEA 30. In shock mitigation design, however,as mentioned above, a stiffness element is undesirable because it storesenergy and provides a potentially injurious or even lethal reboundreaction into the occupant of vehicle seat 20. To this end, disclosedherein are configurations of energy absorbers that provide suitablestiffness for vibration isolation, whereas, in extreme motion events,this stiffness is removed.

One design aspect that is related to this issue is a device's ability toaccount for rod volume as the device strokes. For example, for a typicalhydraulic shock absorber or fluid damper, the volume inside the cylinderchanges as the piston rod strokes in and out of the cylinder. Thischange in rod volume can create a vacuum when pulling, and preventcompression of the energy absorber (since the fluid is notcompressible). Two exemplary implementations for correcting this issueare described below.

First, as seen in FIG. 1A, a single-rod shock absorber 200 uses agas-pressurized accumulator 202. In this case, as piston 204 strokeswith rod 206, the rod volume inside cylinder 208 increases, and the gasinside accumulator 202 compresses to compensate. Compressing this gas,however, typically causes shock absorber 200 to provide stiffness/energystorage which may be undesirable for vehicle seat shock mitigation.Furthermore, the use of an accumulator 202 may add significantcomplexity and length to the VPEA design.

Second, FIG. 11B depicts a double-rod shock absorber 210, wherein rod212 extends from both ends of piston 204, and out of cylinder 208. Aspiston 204 compresses, the rod volume decreases on the high pressureside, but increases on the low pressure side, thus maintaining aconstant volume system. This enables shock absorber 210 to strokewithout adding stiffness/energy storage to the system. One issueassociated with this configuration, however, is that when absorber 210is compressed, rod 212 projects the full stroking length out the otherend. This may, for instance, present mounting and space issues.

Considering the aforementioned rod volume issue, three exemplaryconfigurations for maintaining stiffness during vibration, and forremoving it during a shock event (or other extreme motion event) areillustrated in FIGS. 12-14. While each of the configurations illustratedin FIGS. 12-14 depict a dual-goal energy absorption apparatus utilizingan MR damper, the concepts disclosed herein hold true for any energyabsorbing device including a rod and piston (e.g., fluid dampers,valve-controlled dampers, etc.).

The first of these configurations (FIG. 12), depicts a dual-goal energyabsorption apparatus 220 using a double-rod design, wherein a portion221 of the rod 222 that is external to the cylinder 224 is attached to aspring 226 (or other stiffness element) via a break-away spring cap 228.Spring 226 provides stiffness during vibration but, when the forceexceeds a predetermined threshold, spring-cap 228 breaks away anddecouples spring 226 from rod 222 thus enabling rod 222 and piston 230to travel freely without energy storage (stiffness). In thisconfiguration, when compressed, an external portion 221 (top) of rod 222may be the same length as an internal portion 232 (bottom) of rod 222 soas to ensure that spring 226 will not pull through apparatus 220.Alternatively, external portion 221 (top) of rod 222 may be shorter, inwhich case rod end 234 will pull into cylinder 224, and the remainingchange in rod volume will be made up by taking in air from theatmosphere. This may result in the need for apparatus 220 to be purgedof air before it is used again. This is most likely an acceptablecondition, however, since shock is typically a one-time event. Onemanifestation of such a design is shown in FIG. 15A.

FIG. 15A is an exemplary illustration of a dual-goal energy absorptionapparatus 300 that comprises both a VPEA and a break-away stiffnesselement to provide both shock mitigation and vibration isolation. TheVPEA may comprise an active valve damper, a magnetorheological (MR)fluid damper, an electroheological (ER) fluid damper, or otheradjustable energy absorber. The stiffness element may comprise a coilspring, leaf spring, visco-elastic material, or other stiffness element.

According to an aspect of the invention, apparatus 300 comprises acylinder assembly 302 including a cylindrical housing 304 and astiffness element housing 320. A rod 308 is provided having a first end308 a external to cylindrical housing 304 and a second end 308 battached to a cap 328 that is disposed within stiffness element housing320. A valve 316 (e.g., an MR valve) separates cylindrical housing 304from stiffness element housing 320. The channel that appears on theoutside of the cylinder that houses rod 308 and piston 312 is an MRfluid channel, as disclosed in U.S. Pat. No. 6,694,856 to Peter Chen etal., which has been incorporated herein by reference in its entirety.

A piston 312 is coupled to rod 308 within cylindrical housing 304 at apredetermined position along the length of rod 308. A stiffness element324 (e.g., a coil spring) is coupled to second end 308 b of rod 308 atcap 328 via a coupling mechanism (e.g., a shear pin) (not illustrated)within stiffness element housing 320. Accordingly, stiffness element 324provides resistance to piston 312 as piston 312 strokes in a firstdirection illustrated by arrow “A.”

Since rod 308 extends outward (at first end 308 a) external fromcylindrical housing 304, and also protrudes into stiffness elementhousing 320, there is no change in rod volume as piston 312 strokes. Inother words, as piston 312 strokes, the rod volume actually maintainsconstant because rod 308 is exiting and entering cylindrical housing 304at the same time. As described in greater detail below, the couplingmechanism (e.g., the shear pin) may be designed to fail, decouplingstiffness element 324 from rod 308, when a force resulting from themotion of piston 308 in direction “A” exceeds a predetermined value.

The length of cylinder assembly 302, as well as that of cylindricalhousing 304 and stiffness element housing 320 may vary depending onvarious design considerations. As such, the configuration depicted inFIG. 15A should not be viewed as limiting. Moreover, the position atwhich piston 312 is coupled to rod 308 within cylindrical housing 304may also vary, along with the stiffness of stiffness element 324, basedon design considerations.

According to an aspect of the invention, when used in system 100,apparatus 300 may be positioned vertically with valve 316 positioned atthe top when apparatus 300 is operatively coupled to vehicle seat 20. Inone exemplary implementation, as illustrated in FIG. 16, the top (springend) of apparatus 300 may be attached to a fixed structure (e.g., acolumn). The fixed structure may be associated with vehicle seat 20itself, or with an overall seat assembly 22 of vehicle seat 20. Thebottom of apparatus 300 may be attached to a stroking portion of vehicleseat 20 itself, or with a stroking portion of overall seat assembly 22of vehicle seat 20. Positioning apparatus 300 in this manner isadvantageous in that it reduces (or avoids) sedimentation of MR fluid,for example, near valve 316. MR fluid can sediment, for example, if adamper is not used for an extended period of time. Sedimentation near anMR valve can cause locking of a damper which is disadvantageous.

Referring back to FIG. 15A, in operation, stiffness element 324compresses a predetermined distance (e.g., approximately one inch) whenan occupant sits in vehicle seat 20, extending rod 308 (and piston 312)in the direction of arrow “A.” Thus, as vehicle seat 20 strokesdownward, apparatus 300 is put in tension and extends. Dual-goal energyabsorption apparatus 300 can now stroke a predetermined distance, e.g.,±1 inch (±1 g), to isolate vibration, with stiffness element acting torebound the VPEA (e.g., the MR damper). Once a vehicle shock event (orother extreme motion event) is experienced (e.g., an acceleration >5 g),force reacted by the VPEA exceeds a predetermined value, causing thecoupling mechanism (e.g., the shear pin) to fail. This results in thedecoupling of stiffness element 324 from the piston 312/rod 308 motion.Piston 312 is then able to travel the remaining length of cylindricalhousing 304 without storing energy (only dissipating it). Stiffnesselement housing 320 is designed to capture stiffness element 324 (e.g.,the coil spring) after the coupling mechanism is broken to prevent itfrom hitting the occupant, or from causing other damage.

In an exemplary illustration depicted in FIG. 15B, cap 328 completelybreaks free of rod 308. Therefore, nothing prevents rod 308 from slidingthrough the valve and into cylindrical housing 304. If this happens, airis drawn in to make up for the volume change of rod 308. This drawing ofair into apparatus 300 may be deemed acceptable for a one-time use, but,it may be necessary to evacuate the air from apparatus 300 before it isre-used. Alternatively, the second end 308 b of rod 308 may be designedsuch that the piston reaches the end of the housing before clearingvalve 316. This, however, would make the device longer and may lead tosize and geometric shape issues for consideration.

The design in FIG. 15A uses a “bi-fold” MR valve wherein fluid isexchanged between an inner cylinder and an outer cylinder via astationary MR valve, as opposed to a “standard” MR valve, wherein an MRvalve 317 is integrated into a piston, as shown in FIG. 17. Except forMR valve 317 being integrated in the piston, the dual-goal energyabsorption apparatus 303 of FIG. 17 is substantially identical to thedual-goal energy absorption apparatus 300 of FIG. 15A.

FIG. 13 depicts a second one of the configurations referenced above and,in particular, shows a dual-goal energy absorption apparatus 400employing a single-rod 402 design, wherein a relief valve 404 isincorporated into a gas accumulator 406. In this implementation, gasaccumulator 406 provides stiffness to rebound piston 408 during lowamplitude vibration (low pressure). Once a shock event occurs, theresulting high pressure in accumulator 406 causes relief valve 404,which may be any appropriately designed relief valve, to open, thus,evacuating this compressed gas and relieving the associated stiffness.

FIG. 14 illustrates a third of the three previously-mentionedconfigurations and, in particular, depicts a dual-goal energy absorptionapparatus 412 employing a single-rod 414 design that uses both anaccumulator 416 and a break-away coil spring 418. In thisimplementation, accumulator 416 is open to the atmosphere at an opening420 in cylinder 422, thus enabling cylinder 422 to take air in and pushair out (as needed) to account for the changing rod volume withincylinder 422. In this instance, since there is no gas compression, thereis no associated stiffness (except for a negligible amount resultingfrom the stretching of the diaphragm). Stiffness is providedsubstantially solely by a spring (e.g., coil spring 418) that will breakaway from rod 414 and decouple from the stroking piston 426.Furthermore, the use of a diaphragm 424 prevents the air drawn intoapparatus 412 from mixing with the fluid such that the damper does notneed to be purged of air after use. This design configuration may beimplemented with spring 418 outside cylinder 422 as depicted in FIG. 14,or internal to a cylinder 432, as depicted in the dual-goal energyabsorption apparatus 430 of FIG. 18. Such designs may utilize a varietyof different valve types. For example, such designs may utilize bifoldER or MR valve dampers, as well as valve-controlled dampers.

An additional challenge associated with dual-goal energy absorptionapparatuses relates to conflicting force requirements. For example,during force shock mitigation, high forces are required. For vibrationisolation, however, a very low energy absorber force is desired when adevice is in the “off” or lowest force state. This may be important, forinstance, when the VPEA being used is a semi-active fluid damper such asa valve-controlled MR fluid damper or an ER fluid damper. For thesedampers, the energy absorber force is either fully or partiallycomprised of a viscous damping force component.

For these dampers, the off-state damping (F_(o)) is a rate dependentforce given by:F_(o)=C_(o)v;

wherein C_(o) is the viscous damping coefficient; and

v is the relative velocity between the seat and the base.

The viscous damping coefficient is given by:C _(o)=2ζω_(o) M;

wherein M is the suspended mass (seat+% of occupant);

ω_(n) is the system fundamental resonance; and

ζ is the viscous damping ratio.

FIG. 19 illustrates the frequency response (acceleration outputmagnitude/acceleration input magnitude for varying input frequencies)for a simple single-degree-of-freedom (SDOF) system that may be used torepresent a vehicle seat suspension. For vibration isolation, thefundamental resonance of a seat suspension system is typically tuned tobe lower than the excitation frequencies. When tuned in this manner, thevibration of the seat (output) is less than the vibration of the base(input). Best performance is typically achieved when ζ is very small,meaning no viscous damping. As viscous damping is increased, highfrequency isolation performance is degraded. Therefore, if a VPEA'soff-state viscous damping component is very large, the vibrationperformance is limited.

In the case of a valve-controlled damper, the force dissipated may becompletely due to viscous damping, where the size of the orifice ismechanically varied to change fluid flow restriction. To meet the highforces required for shock mitigation, the orifice should be made verysmall. Constraints on geometry, mass, time response, power consumption,etc., however, may limit the amount that the orifice may open for agiven design. It may be very likely that, in order to meet the maximumforce required for shock mitigation, the damper will also have arelatively high off-state (or valve fully open) viscous damping forcelevel, leading to less desirable vibration performance.

For ER and MR fluid dampers, the force dissipated is a combination of aviscous damping component and an ER/MR component. Assuming the BinghamPlastic model for ER/MR fluid behavior, the total force is given by:F_(tot) =C _(o) v+F _(y) sign(v);

wherein F_(y) is the fluid yield force and sign represents the signumfunction.

For these dampers, constraints such as limitations of the ER/MR fluidproperties, the associated electric/magnetic circuit as well as geometryand weight may limit the maximum achievable fluid yield force for agiven design. In such cases, viscous damping may be used to supplementthe ER/MR effect and attain the required maximum force values. Doing so,however, may leave the damper with a high off-state (field off) viscousdamping force level, again leading to less desirable vibrationperformance.

Various dual-goal energy absorption apparatus configurations aredisclosed herein that aim to, among other things, achieve bettervibration isolation while maintaining the maximum required force forshock mitigation. One method of attaining these conflicting forcerequirements is to supplement the VPEA with a conventional fixed profileenergy absorber (FPEA) such as a crushable column, tube and die energyabsorber, inversion tube, wire bender, etc. By supplementing the VPEAwith a FPEA, the VPEA may be sized to have a lower maximum force makingit optimal for vibration. During shock, the FPEA adds to the VPEA forceto reach the maximum force required for shock mitigation. For example,the FPEA may be added in parallel or in series.

FIG. 20 is an exemplary illustration of an adaptive energy absorptionsystem 440 for vehicle seat 20. System 440 is an alternative designconfiguration of system 100 (FIG. 1), and comprises a FPEA 442 inparallel with VPEA 30. For ease of illustration, one or more componentsillustrated in FIG. 1 (e.g., controller 60, power source 90, weightindication mechanism 72, and one or more sensors (70 a, 70 b, . . . 70n)) have been omitted from this figure.

As shown in FIG. 20, VPEA 30 would act alone during vibration. Once apreset vibration stroke capability is exceeded during a shock (or otherextreme motion) event, FPEA 442 is activated in parallel with VPEA 30 toincrease force capability. Having VPEA 30 and FPEA 442 arranged inparallel enables system 440 to reach high force for shock mitigationwhile maintaining the low off-state viscous damping for vibrationisolation. Furthermore, this arrangement also maintains some of thecapability to adapt to occupant weight and varying shock levels.

A system such as that illustrated in FIG. 20 may have numerousconfigurations which selectively include various components, includingthose disclosed herein. For example, a stiffness element (not shown inFIG. 20) may be included as part of VPEA 30 (see, e.g., FIGS. 12, 14,15, 17, and 18), or may be separate from VPEA 30 (see, e.g., FIGS. 1 and6-9). Furthermore, while FIG. 20 depicts FPEA 442 and VPEA 30 as twoseparate devices, it may be advantageous to combine these into a singledual-goal energy absorption apparatus. FIGS. 21-24 depict but a few ofthe various configurations in which FPEAs 442 may be combined with VPEA30.

FIG. 21, for example, illustrates a dual-goal energy absorptionapparatus 450 comprising a crushable column 452 (such as a composite orhoneycomb tube) placed inside an MR damper 454. During vibration, MRdamper 454 acts alone to semi-actively isolate vibration. During a shockevent, a piston 456 travels past a preset vibration stroke capability,and begins to bear down on crushable column 452. As it strokes duringshock, the force to crush column 452 adds to the force of MR damper 454.

FIG. 22 depicts a dual-goal energy absorption apparatus 460, wherein anMR damper 462 acts alone during vibration to semi-actively isolatevibration. During shock, piston 456 travels past a preset vibrationstroke capability and reaches a portion of cylinder 462 in which theinner diameter is reduced. The force required to plastically deform(expand) cylinder 462 as piston 456 travels down the cylinder, and/orthe friction force, then adds to the MR damper force.

FIG. 23 illustrates a dual-goal energy absorption apparatus 470comprising an inversion tube 472 coupled in parallel with an MR damper454. In this case, as rod 474 travels past a preset vibration strokecapability (where the MR damper acts alone), rod 474 bears down on aportion of inversion tube 472, which causes plastic deformation(inversion of the metal extrusion) which adds force to MR damper 454.

FIG. 24 depicts a dual-goal energy absorption apparatus 480 wherein oneor more wire bender energy absorbers 482 may be coupled in parallel withan MR damper 454. In this configuration, as rod 474 travels past apreset vibration stroke capability (where MR damper 454 acts alone), therod 474 begins to pull on the wires 484, and force them through bendingrollers 486 attached to the body of the MR damper 454. The forcerequired to plastically deform wire(s) 484 adds to the MR energyabsorber force to meet the maximum force required for shock mitigation.

Although the VPEA is depicted as an MR damper in FIGS. 21-24 (e.g., MRdamper 454), any type of VPEA using a rod and/or piston may beimplemented. Additionally, while FIGS. 21-24 also depict a break-awaycoil spring to add stiffness during vibration similar to that disclosedin other configurations herein, any number of other stiffness elementsmay be used including, but not limited to, any of the stiffness elementsdisclosed herein. Additional configurations may also be implementedincluding, but not limited to, removing the spring (or stiffnesselement) from any of the dual-goal energy absorption apparatusesillustrated in FIGS. 21-24, leaving only the VPEA and the FPEA. Otherconfigurations may be implemented.

FIG. 25 is an exemplary illustration of an adaptive energy absorptionsystem 490 for vehicle seat 20. System 490 is an alternative designconfiguration of system 100 (FIG. 1), and comprises a FPEA 442 in serieswith VPEA 30. For ease of illustration, one or more componentsillustrated in FIG. 1 (e.g., controller 60, power source 90, weightindication mechanism 72, and one or more sensors (70 a, 70 b, . . . 70n)) have been omitted from this figure.

In the configuration depicted in FIG. 25, VPEA 30 may be designed solelyfor vibration isolation (both in force and stroke requirements). Duringa shock event, the stroke of VPEA 30 is quickly expended, and then FPEA442 is activated. In this configuration, only FPEA 442 provides forceduring a shock event. Therefore, this configuration sacrificesadaptability during crashworthiness. This configuration may beimplemented using separate VPEA 30 and FPEA 442 devices (as shown inFIG. 25) or combined into a single dual-goal energy absorption apparatus492 (as shown in FIG. 26). Once again, while FIG. 26 depicts VPEA 30 asan MR damper, any type of VPEA may be utilized. Furthermore, while thestiffness element shown in FIG. 26 is a break-away coil spring 494, thisspring could be replaced with any number of stiffness elementsincluding, but not limited to, any of the stiffness elements disclosedherein. Further, coil spring 494 may, for example, be removed fromapparatus 492 entirely, or be attached to vehicle seat 20 separately.

Another manner of providing supplemental force to ER & MR dampers duringshock is to provide a supplemental valve that is only utilized duringshock. In such a configuration, one MR valve (primary) is designed foroptimized vibration isolation and may be used alone during low amplitudevibration excitation, while a second MR valve is designed to provide thesupplementary force required to mitigate shock and may thus be onlyutilized during a shock event. Two exemplary configurations of such adesign are illustrated in FIGS. 27 and 28.

In the dual-goal energy absorption apparatus 510 of FIG. 27, a lower (orprimary) MR valve 512 moves during vibration only, while the upper (orsupplementary) MR valve 514 is fixed within apparatus 510 by a breakawaymechanism 516. MR valves 512 and 514 may be connected with a stiffnesselement (e.g., coil spring 518) which provides the necessary tunedstiffness for vibration isolation. During a shock event, the forcereacted through coil spring 518 and onto supplementary MR valve 514exceeds a predetermined breakaway force, causing supplementary MR valve514 to stroke—increasing the total force.

In the dual-goal energy absorption apparatus 520 of FIG. 28,supplementary MR valve 514 is fixed to apparatus 520 via a breakawaymechanism 516. In this configuration, however, supplementary MR valve514 is physically in the way of primary MR valve 512. During a shockevent, once a predetermined vibration stroke capability is exceeded,primary MR valve 512 bears down on supplemental MR valve 514 causingsupplemental MR valve 514 to breakaway and begin moving, which increasesthe damper force. These configurations can be used with any VPEAsutilizing a piston to increase force, and can be combined with anystiffness elements including, but not limited to, any of the stiffnesselements disclosed herein.

Another method of supplementing the force of a fluid damper to meetshock requirements while maintaining low off-state viscous dampingduring normal operation is via use of a speed dependent valve. FIG. 29,for example, illustrates a dual-goal energy absorption apparatus 530having such a configuration, wherein a flow restriction disc 532 may beattached to a piston 534 via a flexible connection mechanism 536. Duringlow amplitude vibration, the pressure within apparatus 530 is lowcausing orifice 538 to remain open, thus resulting in a low viscousdamping component. During a shock event, high piston speeds result inhigh pressure which tends to force the flow restriction disc 532 torestrict the orifice 538, thus greatly increasing the viscous dampingforce component.

FIG. 30 depicts a dual-goal energy absorption apparatus 550 (with asimilar configuration to that of FIG. 29) including a flow restrictiondisc 552. However, in FIG. 30, the flexibility of disc 552 lies in theflow restriction disc 552 itself and, thus, disc 552 flexes under highpiston speed to restrict the orifice 538.

The configurations illustrated in FIGS. 29-30 can be used with any VPEAsutilizing a valve that generates a force by restricting fluid flow, andcan be combined with any stiffness elements including, but not limitedto, any of the stiffness elements disclosed herein.

Other configurations of a dual-goal energy absorption apparatus thatprovides both shock mitigation and vibration isolation may beimplemented. As such, the foregoing description and accompanying drawingfigures should not be viewed as limiting.

Control Strategies.

Having provided an explanation of the one or more components that maycomprise system 100 (FIG. 1) as well as the alternative designconfigurations thereof, examples of various control strategies forvibration isolation and/or shock mitigation will now be discussed.

FIGS. 31-33 are exemplary control-flow diagrams for variousimplementations of the invention, wherein controller 60 operates as adual-mode controller having a first control mode (e.g., a normal orvibration control mode), and a second control mode (e.g., a shockcontrol mode). Controller 60 may function to provide vibration isolationduring normal vehicle operation, and to mitigate (or prevent) bodilyinjury to an occupant of vehicle seat 20 during a vehicle shock event.

It should be understood that the VPEA illustrated in FIGS. 31-33 maycomprise VPEA 30 alone or in combination with one or more FPEAs 40 (notillustrated) and/or stiffness elements 50 (not illustrated) in anynumber of configurations including, but not limited to, thoseillustrated in FIGS. 1, and 6-10. Moreover, any of the dual-goal energyabsorption apparatuses described in detail above and illustrated inFIGS. 12-15, 17-18, 21-24, and 26-30 may comprise the VPEA of any ofFIGS. 31-33.

FIG. 31 is an exemplary illustration of a control flow diagram for asystem (and method) wherein controller 60 comprises a dual modecontroller and supplies a different control to the VPEA depending onwhether the inputs are indicative of normal vehicle operation, or ashock event. In this implementation, controller 60 may comprise one ormore of a motion determination module, biodynamic data module, vibrationmode module, shock mode module, or other modules, each of which mayenable the various functions that aid in vibration isolation and/orshock mitigation. One or more of the foregoing controller modules may becombined. For some purposes, not all modules may be necessary.

According to an aspect of the invention, in operation, controller 60receives real-time vehicle motion information via measurement signals(controller inputs) from one or more sensors (70 a, 70 b, . . . 70 n) asdescribed in detail above. Controller 60 may also receive occupantweight from a weight indication mechanism 72 (e.g., a manual control,one or more weight sensors, or other mechanisms). In someimplementations, controller 60 may utilize a fixed occupant weight value(e.g., the weight for a 50^(th) percentile male) selected from anynumber of biodynamic data sources. Controller 60 may also receiveattitude measurements via measurement signals (controller inputs) fromone or more occupant attitude sensors.

Based on the real-time vehicle motion information received as inputs, amotion determination module determines whether the vehicle is operatingunder normal conditions, or whether a shock event (or other extrememotion event) is occurring. This determination is made by comparing oneor more motion or load measurements (e.g., acceleration, force, etc.) toone or more predetermined values (or thresholds). If one or anycombination of sensors measure motion or loads beyond one or morespecified thresholds, then controller 60 may enter a shock control mode.Otherwise, controller 60 may remain in a normal (or vibration) controlmode. Threshold values may, for example, comprise values just abovemaximum amplitudes expected during normal vehicle operation. Exemplaryacceleration profiles for “shock” events may, in one implementation, beapproximated by pulses such as, but not limited to, those illustrated inFIG. 34, including (a) triangle, (b) half-sine, (c) square, and (d)combinations thereof.

In the normal (or vibration) control mode, a vibration mode module (ofcontroller 60) may control the VPEA so as to minimize the motion (e.g.,absolute motion or relative motion) of vehicle seat 20, or to minimizethe motion of a body part of the occupant (e.g., head, hands, chest,pelvis, etc.). This may be done by isolating seat 20 and reducing motiontransferred from the vehicle to seat 20 (e.g., reduce transmissibility).The inclusion of a stiffness element allows the seat resonance to betuned to be much lower than the excitation input, thereby attainingvibration isolation. The VPEA may then be controlled to actively orsemi-actively reduce resonance while maintaining high frequencyisolation. Minimizing the motion of the occupant during normal operationwill assist in enhancing comfort and reducing fatigue.

In one implementation, controller 60 may utilize a “Skyhook” controlmethod wherein, for example, the VPEA is turned on to a desired force,F_(des) when the absolute velocity of the suspended mass (i.e., thevehicle seat), v, is the same sign as the relative velocity between thesuspended mass and the base, (v−v_(o)). This is denoted mathematicallyas: $F_{VPEA} = \{ \begin{matrix}{F_{des},} & {{{if}\quad{v( {v - v_{o}} )}} \geq 0} \\0 & {{{if}\quad{v( {v - v_{o}} )}} < 0}\end{matrix} $

Examples of this on/off semi-active control philosophy may be found inU.S. Pat. No. 6,115,658 (issued Sep. 5, 2000), entitled “NO-JERKSEMI-ACTIVE SKYHOOK CONTROL METHOD AND APPARATUS” to Ashmadian et al.,and U.S. Pat. No. 6,311,110 B1 (issued Oct. 30, 2001), entitled“ADAPTIVE OFF-STATE CONTROL METHOD” to Ivers et al., each of which ishereby incorporated by reference herein in its entirety. The desiredforce, F_(des), may be rate dependent as in the original implementationof Skyhook control, i.e., F_(des)=Cv, where C is the desired dampingcoefficient. Alternatively, this desired force may be determined throughthe use of other control theories such as, but not limited to, linearquadratic regulator (LQR) and sliding mode control (SMC). Othervibration control strategies may be implemented.

As recited above, if motion determination module determines that one orany combination of sensors measure motion beyond one or more specifiedthresholds, then controller 60 may enter a shock control mode. In theshock control mode, a shock mode module (of controller 60) may controlthe VPEA using any number of control strategies.

In one implementation for example, the VPEA may be adjusted in real-timefor optimal combination of occupant body loads and stroking distance tokeep the occupant's body loads (e.g., pelvis, spine, neck, etc.) withinacceptable limits. As shown in FIG. 31, occupant weight data (e.g., froma manual control, from one or more sensors, or a fixed occupant weight)and/or attitude measurements received as inputs to controller 60 may beutilized to determine load injury thresholds for various parts of theoccupant's body (e.g., the pelvis, viscera, spine, neck, and head).Biodynamic data corresponding to injury thresholds, along with otherbiodynamic data, may be stored in a biodynamic data module (e.g., alook-up table) of controller 60. In some implementations, the storedbiodynamic data may comprise statistical data relating to injurycriteria (e.g., acceptable load limits) for a range of body parts for arange of body types. Other biodynamic data may be stored.

The shock mode module (of controller 60) may then determine load injurythreshold values for various parts of the occupant's body by utilizingstatistical data gathered from a range of body types to determine acorrelation between a range of acceptable load limits for each body partand the provided weight value.

Loads should be kept under injury threshold values for all body parts.Generally, because the lumbar spine tends take the brunt of the load,optimizing for the load injury threshold of the lumbar spine tends to beadequate to prevent injury to other body parts. However, in certaininstances, other body parts (e.g., head, chest, etc.) may be of primaryconcern. As such, in various implementations, optimization may focus onjust one body part, or on keeping loads under injury threshold valuesfor the most injury-susceptible body part. Other optimization strategiesmay be implemented.

In one implementation, the shock mode module may, for example, determinea load injury threshold for one or more parts of the occupant's body byutilizing minimum load limits from the range of acceptable load limitscorresponding to each body part. The shock mode module may then adjustthe VPEA in real-time such that actual loads experienced by one or moreof the occupant's body parts are maintained at or below the determinedload injury thresholds during the vehicle shock event. This may beaccomplished, in one regard, by bringing the actual load experienced bythe occupant's body part up to, but not in excess of, the determinedload injury thresholds while minimizing stroking distance of thevariable profile energy absorber.

In one implementation, an ideally controlled system may have a seat loadprofile for shock control as shown in FIG. 35. As shown, the force mayrise sharply and level out below the occupant's body load limit in orderto dissipate the energy in a minimal amount of stroke. For occupantswith lower body limit loads, the stroke would be greater (for the sameamount of energy dissipated). The seat load is set to not exceed loadinjury threshold value(s) which may be determined as described above. Inthis implementation, it is ideal that the seat load reaches thedetermined level as quickly as possible, and is maintained until allenergy is absorbed. Since energy absorbed is equal to the load levelmultiplied by the stroke, this yields a minimized stroke whilepreventing injury.

According to an alternative implementation, the VPEA may be adjusted inreal-time such that the load-stroke profile is optimally controlled toutilize the full stroke capability of the VPEA, thereby minimizing loadsimparted into the body. In this implementation, real-time environmentalmeasurements may be used to tune the system to the harshness of eachparticular event.

This approach provides an advantage over conventional seat energyabsorption systems which tend to be tuned for a fixed shock level (thus,not optimally controlling body loads for other shock levels). Forexample, in the case of a crashworthy seat for rotorcraft, a FLEA may betuned for a specific sink rate (e.g., 30 ft/sec). If the actual sinkrate was greater than this tuned value (e.g., 50 ft/s), the stroke wouldhave to increase or the system may bottom-out, which may resulting inhigh loads being imparted into the occupant's spine. Alternatively, ifthe sink rate was lower than the tuned value (e.g., 15 ft/s), the FLEAwill stroke at an unnecessarily high load and would not utilize all ofthe stroke capability.

A VPEA, however, can modify its load-stroke profile to optimize strokeand load imparted into the occupant for each individual shock event,ensuring that the full stroke is safely utilized while imparting theleast possible amount of load into the occupant. As such, according tothis implementation, the shock mode module may adjust the VPEA inreal-time, based on the weight of the occupant and on real-time motioninformation received as inputs, so that an actual load experienced by apart of the occupant's body is minimized during the vehicle shock eventby utilizing substantially an entire stroke of the variable profileenergy absorber.

Since what is directly controlled is the load into the vehicle seat, themost efficient use of stroke (S) is to maintain the VPEA just below aseat load (F) that will cause bodily injury. Accordingly, energyabsorbed (EA) by the VPEA is given by:EA=F×S.

Therefore for a given amount of energy needing to be absorbed (EA),maintaining the seat load (F) as high as possible without causing bodilyinjury minimizes the necessary stroke (S). The energy absorbed isdependent upon the shock scenario. For example, for the crash of anaircraft, the energy to be absorbed may be dependent upon the velocitybefore impact (V) and the mass of the stroking portion of the laden seat(M): ${EA} = {\frac{1}{2}{{MV}^{2}.}}$

According to one aspect of the invention, for example when it may not bepossible to measure an occupant's body loads directly, controller 60 mayuse a biodynamic mathematical model (such as, for example, a lumpedparameter model illustrated in FIG. 36) along with seat and floor motiondata (or other data) to estimate body loads. FIG. 32 is an exemplaryillustration of a control flow diagram for a system (and method) whereincontroller 60 comprises a dual mode controller that utilizes abiodynamic model to estimate body loads/motion. A biodynamic modelmodule may automatically update parameters (e.g., mass, stiffness,damping, distributions, etc.) for the biodynamic model based uponoccupant weight (either measured or manually set as described above) toestimate body loads/motion. The output of the biodynamic model module isthen provided to vibration mode module and/or shock mode module forprocessing using the control strategies described above (with regard toFIG. 31) for vibration isolation and shock mitigation.

One example of a biodynamic model that may be utilized with theinvention was provided as a part of U.S. Provisional Patent ApplicationSer. No. 60/809,386, filed May 31, 2006, which has been incorporatedherein by reference in its entirety. The biodynamic model was describedin an article identified as: Choi et al., Mitigation of biodynamicresponse to vibratory and blast-induced shock loads usingmagnetorheological seat suspensions, Proceedings of the Institution ofMechanical Engineers, Part D (Journal of Automobile Engineering), June2005, vol. 219, no.D6, p. 741-53 (Professional Engineering Publishing).

FIG. 33 is an exemplary illustration of a control flow diagram for asystem (and method) wherein controller 60 comprises a dual modecontroller that utilizes gain scheduling to control the VPEA. In thisimplementation, biodynamic data corresponding to occupant mass, motion,loads, etc. are provided to a gain schedule module (from the biodynamicdatabase module). Depending on the real-time vehicle motion informationreceived from the one or more motion sensors (e.g., from one or moresensors (70 a, 70 b, . . . 70 n) in FIG. 1), gain schedule modulecontrols the VPEA (using the control strategies described above) forvibration isolation or shock mitigation.

While the foregoing control strategies (FIGS. 31-33) were described inthe context of controller 60 as dual-mode controller, it should beunderstood that, in alternative implementations, controller 60 maycomprise a single-mode controller that may operate only in a mode tomitigate injury to an occupant of vehicle seat 20 when an occurrence ofa vehicle shock event (or other extreme motion event) is determined. Anyof the foregoing control strategies as described for shock mitigationmay be implemented in any such implementations.

Other embodiments, uses and advantages of the invention will be apparentto those skilled in the art from consideration of the specification andpractice of the invention disclosed herein. The specification should beconsidered exemplary only, and the scope of the invention is accordinglyintended to be limited only by the following claims.

1. An adaptive energy absorption system for a vehicle seat formitigating injury to an occupant of the vehicle seat during a vehicleshock event, the system comprising: a variable profile energy absorberoperatively connected to a vehicle and to the vehicle seat; a sensor;and a controller: that determines a load injury threshold for a part ofthe occupant's body; that determines an occurrence of a vehicle shockevent based in part on at least one measurement received from the sensorthat exceeds a predetermined value; and that adjusts the variableprofile energy absorber in real-time, via a control signal, such that anactual load experienced by the occupant's body part is maintained at orbelow the determined load injury threshold during the vehicle shockevent.
 2. The system of claim 1, wherein the controller determines aload injury threshold for at least one of the occupant's pelvis,viscera, spine, neck, or head.
 3. The system of claim 1, wherein thecontroller adjusts the variable profile energy absorber so as to bringthe actual load experienced by the occupant's body part up to, but notin excess of, the determined load injury threshold while minimizingstroking distance of the variable profile energy absorber.
 4. The systemof claim 1, wherein the variable profile energy absorber comprises atleast one of an active valve damper, a magnetorheological (MR) fluiddamper, an electrorheological (ER) fluid damper, a magnetic energyabsorber, or a servo-hydraulic actuator.
 5. The system of claim 1,wherein the load injury threshold is determined based in part on anoccupant weight value.
 6. The system of claim 5, wherein the occupantweight value is a fixed occupant weight value that will be used foroccupants of the vehicle seat, regardless of the occupants' actualweight.
 7. The system of claim 6, wherein the fixed occupant weightvalue is selected from statistical data.
 8. The system of claim 5,wherein the occupant weight value is obtained from a weight indicationmechanism.
 9. The system of claim 8, wherein the weight indicationmechanism comprises a control for manually selecting the weight of theoccupant.
 10. The system of claim 8, wherein the weight indicationmechanism comprises a sensor for measuring the weight of the occupant.11. The system of claim 5, wherein the controller determines the loadinjury threshold for the part of the occupant's body by utilizingstatistical data gathered from a range of body types to determine acorrelation between a range of acceptable load limits for the body partand the occupant weight value.
 12. The system of claim 11, wherein thestatistical data is stored in a data table accessible by the controller.13. The system of claim 11, wherein the controller determines a loadinjury threshold for the part of the occupant's body by utilizing aminimum load limit from the range of acceptable load limits.
 14. Thesystem of claim 5, wherein the controller utilizes a gain schedule toadjust the variable profile energy absorber, the gain schedule receivingas input statistical data that is selected based in part on the occupantweight value.
 15. The system of claim 5, wherein the controller utilizesoutput from a biodynamic model when generating the control signal toadjust the variable profile energy absorber, the biodynamic modelreceiving as input at least one measurement from the sensor andstatistical data that is selected based in part on the occupant weightvalue.
 16. The system of claim 1, wherein the sensor comprises one ormore sensors for measuring one or more of position, velocity,acceleration, or jerk of the vehicle.
 17. The system of claim 1, whereinthe sensor comprises one or more sensors for measuring loads experiencedby the vehicle.
 18. The system of claim 1, wherein the sensor comprisesa sensor associated with the vehicle.
 19. The system of claim 1, whereinthe sensor comprises one or more sensors for measuring one or more ofposition, velocity, acceleration, or jerk of the vehicle seat.
 20. Thesystem of claim 1, wherein the sensor comprises one or more sensors formeasuring loads experienced by the vehicle seat.
 21. The system of claim1, further comprising one or more occupant-mounted sensors for providingreal-time occupant body load measurements to the controller.
 22. Thesystem of claim 1, further comprising one or more occupant-mountedsensors for providing real-time occupant body motion measurements to thecontroller.
 23. The system of claim 1, further comprising at least onesensor for measuring occupant attitude within the vehicle seat.
 24. Thesystem of claim 1, further comprising a power source, independent from apower source associated with the vehicle, that provides power to thevariable profile energy absorber, sensor, and controller.
 25. The systemof claim 1, wherein the variable profile energy absorber, sensor, andcontroller are powered by a power source associated with the vehicle.26. In an adaptive energy absorption system for a vehicle seat, whereina variable profile energy absorber is operatively connected to a vehicleand to the vehicle seat, a method for mitigating injury to an occupantof the vehicle seat during a vehicle shock event, the method comprising:determining a load injury threshold for a part of the occupant's body;and upon determining an occurrence of a vehicle shock event based inpart on at least one measurement received from a sensor that exceeds apredetermined value, generating a control signal to adjust the variableprofile energy absorber in real-time such that an actual loadexperienced by the occupant's body part is maintained at or below thedetermined load injury threshold during the vehicle shock event.
 27. Anadaptive energy absorption system for a vehicle seat for mitigatingvibration experienced by an occupant of the vehicle seat during normalvehicle operation, and for mitigating injury to the occupant during avehicle shock event, the system comprising: an energy absorberoperatively connected to a vehicle and to the vehicle seat; a stiffnesselement that is releasably coupled to the energy absorber via a couplingmechanism, and that is oriented to provide resistance to a stroke of theenergy absorber, wherein the coupling mechanism is configured to failwhen a force resulting from the stroke of the energy absorber exceeds apredetermined value; a sensor; and a controller that determines a loadinjury threshold for a part of the occupant's body, and that operates ina first mode until at least one measurement received from the sensorexceeds a predetermined threshold value indicating an occurrence of avehicle shock event, at which time the controller switches to a secondmode; wherein, in the first mode, the controller adjusts the energyabsorber in real-time via a control signal to reduce resonance of thevehicle seat, and wherein the stiffness element provides resistance tothe stroke of the energy absorber to further reduce resonance of thevehicle seat; and wherein, in the second mode, the controller adjuststhe energy absorber in real-time via a control signal such that theforce of the stroke of the energy absorber exceeds the predeterminedvalue causing the coupling mechanism to fail resulting in elimination ofthe resistance to the stroke of the variable profile energy absorberprovided by the stiffness element, and such that an actual loadexperienced by the occupant's body part is maintained below thedetermined load injury threshold during the vehicle shock event.
 28. Thesystem of claim 27, wherein the stiffness element comprises a variablestiffness element.
 29. The system of claim 27, wherein the stiffnesselement comprises a fixed stiffness element.
 30. The system of claim 27,wherein the stiffness element comprises at least one of a coil spring,leaf spring, torsional spring, or gas spring.
 31. The system of claim27, wherein the energy absorber comprises at least one of an activevalve damper, a magnetorheological (MR) fluid damper, anelectrorheological (ER) fluid damper, a magnetic energy absorber, or aservo-hydraulic actuator.
 32. The system of claim 27, wherein: theenergy absorber includes a rod coupled to a piston within a housing;wherein the stiffness element comprises a coil spring; and wherein thecoupling mechanism comprises a shear pin coupling the coil spring to therod.
 33. The system of claim 27, wherein the controller determines aload injury threshold for at least one of the occupant's pelvis,viscera, spine, neck, or head.
 34. The system of claim 27, wherein, inthe second mode, the controller adjusts the energy absorber so as tobring the actual load experienced by the occupant's body part up to, butnot in excess of, the determined load injury threshold while minimizingstroking distance of the energy absorber.
 35. The system of claim 27,wherein the load injury threshold is determined based in part on anoccupant weight value.
 36. The system of claim 35, wherein the occupantweight value is a fixed occupant weight value that will be used foroccupants of the vehicle seat, regardless of the occupants' actualweight.
 37. The system of claim 36, wherein the fixed occupant weightvalue is selected from statistical data.
 38. The system of claim 35,wherein the occupant weight value is obtained from a weight indicationmechanism.
 39. The system of claim 38, wherein the weight indicationmechanism comprises a control for manually selecting the weight of theoccupant.
 40. The system of claim 38, wherein the weight indicationmechanism comprises a sensor for measuring the weight of the occupant.41. The system of claim 35, wherein the controller determines the loadinjury threshold for the part of the occupant's body by utilizingstatistical data gathered from a range of body types to determine acorrelation between a range of acceptable load limits for the body partand the occupant weight value.
 42. The system of claim 41, wherein thestatistical data is stored in a data table accessible by the controller.43. The system of claim 41, wherein the controller determines a loadinjury threshold for the part of the occupant's body by utilizing aminimum load limit from the range of acceptable load limits.
 44. Thesystem of claim 35, wherein the controller utilizes a gain schedule toadjust the variable profile energy absorber, the gain schedule receivingas input statistical data that is selected based in part on the occupantweight value.
 45. The system of claim 35, wherein the controllerutilizes output from a biodynamic model when generating the controlsignal to adjust the variable profile energy absorber, the biodynamicmodel receiving as input at least one measurement from the sensor andstatistical data that is selected based in part on the occupant weightvalue.
 46. The system of claim 27, wherein the sensor comprises one ormore sensors for measuring one or more of position, velocity,acceleration, or jerk of the vehicle.
 47. The system of claim 27,wherein the sensor comprises one or more sensors for measuring loadsexperienced by the vehicle.
 48. The system of claim 27, wherein thesensor comprises a sensor associated with the vehicle.
 49. The system ofclaim 27, wherein the sensor comprises one or more sensors for measuringone or more of position, velocity, acceleration, or jerk of the vehicleseat.
 50. The system of claim 27, wherein the sensor comprises one ormore sensors for measuring loads experienced by the vehicle seat. 51.The system of claim 27, further comprising one or more occupant-mountedsensors for providing real-time occupant body load measurements to thecontroller.
 52. The system of claim 27, further comprising one or moreoccupant-mounted sensors for providing real-time occupant body motionmeasurements to the controller.
 53. The system of claim 27, furthercomprising at least one sensor for measuring occupant attitude withinthe vehicle seat.
 54. The system of claim 27, further comprising a powersource, independent from a power source associated with the vehicle,that provides power to the variable profile energy absorber, sensor, andcontroller.
 55. The system of claim 27, wherein the variable profileenergy absorber, sensor, and controller are powered by a power sourceassociated with the vehicle.
 56. A method for mitigating vibrationexperienced by an occupant of a vehicle seat during normal vehicleoperation, and for mitigating injury to the occupant during a vehicleshock event, the method comprising: determining a load injury thresholdfor a part of the occupant's body; operating in a first mode to adjustan energy absorber, operatively connected to a vehicle and to thevehicle seat, in real-time via a control signal to reduce resonance ofthe vehicle seat, the energy absorber releasably coupled to a stiffnesselement, via a coupling mechanism, that is oriented to provideresistance to a stroke of the energy absorber to further reduceresonance of the vehicle seat; and upon determining an occurrence of avehicle shock event based in part on at least one measurement receivedfrom a sensor that exceeds a predetermined threshold value, operating ina second mode to adjust the energy absorber in real-time via a controlsignal such that a force resulting from the stroke of the energyabsorber exceeds a predetermined value causing the coupling mechanism tofail resulting in elimination of the resistance to the stroke of theenergy absorber provided by the stiffness element, and such that anactual load experienced by the occupant's body part is maintained belowthe determined load injury threshold during the vehicle shock event. 57.An adaptive energy absorption system for a vehicle seat for mitigatinginjury to an occupant of the vehicle seat during a vehicle shock event,the system comprising: a variable profile energy absorber operativelyconnected to a vehicle and to the vehicle seat; a sensor; and acontroller: that determines an occurrence of a vehicle shock event basedin part on at least one measurement received from the sensor thatexceeds a predetermined value; and that adjusts, via a control signal,the variable profile energy absorber based in part on the at least onemeasurement received from the sensor, such that an actual loadexperienced by a part of the occupant's body is minimized during thevehicle shock event by utilizing substantially an entire stroke of thevariable profile energy absorber.
 58. In an adaptive energy absorptionsystem for a vehicle seat, wherein a variable profile energy absorber isoperatively connected to a vehicle and to the vehicle seat, a method formitigating injury to an occupant of the vehicle seat during a vehicleshock event, the method comprising: receiving one or more measurementsfrom a sensor; and upon determining an occurrence of a vehicle shockevent based in part on at least one measurement received from the sensorthat exceeds a predetermined value, generating a control signal toadjust the variable profile energy absorber based in part on the atleast one measurement received from the sensor, such that an actual loadexperienced by a part of the occupant's body is minimized during thevehicle shock event by utilizing substantially an entire stroke of thevariable profile energy absorber.
 59. An adaptive energy absorptionsystem for a vehicle seat for mitigating vibration experienced by anoccupant of the vehicle seat during normal vehicle operation, and formitigating injury to the occupant during a vehicle shock event, thesystem comprising: an energy absorber operatively connected to a vehicleand to the vehicle seat; a stiffness element that is releasably coupledto the energy absorber via a coupling mechanism, and that is oriented toprovide resistance to a stroke of the energy absorber, wherein thecoupling mechanism is designed to fail when a force resulting from thestroke of the energy absorber exceeds a predetermined value; a sensor;and a controller that operates in a first mode until at least onemeasurement received from the sensor exceeds a predetermined thresholdvalue indicating an occurrence of a vehicle shock event, at which timethe controller switches to a second mode; wherein, in the first mode,the controller adjusts the energy absorber in real-time via a controlsignal to reduce resonance of the vehicle seat, and wherein thestiffness element provides resistance to the stroke of the energyabsorber to further reduce resonance of the vehicle seat; and wherein,in the second mode, the controller adjusts the energy absorber inreal-time via a control signal such that the force of the stroke of theenergy absorber exceeds the predetermined value causing the couplingmechanism to fail resulting in elimination of the resistance to thestroke of the energy absorber provided by the stiffness element, andsuch that, based in part on the at least one measurement received fromthe sensor, an actual load experienced by a part of the occupant's bodyis minimized during the vehicle shock event by utilizing substantiallyan entire stroke of the energy absorber.
 60. A method for mitigatingvibration experienced by an occupant of a vehicle seat during normalvehicle operation, and for mitigating injury to the occupant during avehicle shock event, the method comprising: receiving one or moremeasurements from a sensor; operating in a first mode to adjust anenergy absorber, operatively connected to a vehicle and to the vehicleseat, in real-time via a control signal to reduce resonance of thevehicle seat, the energy absorber releasably coupled to a stiffnesselement, via a coupling mechanism, that is oriented to provideresistance to a stroke of the energy absorber to further reduceresonance of the vehicle seat; and upon determining an occurrence of avehicle shock event based in part on at least one measurement receivedfrom the sensor that exceeds a predetermined threshold value, operatingin a second mode to adjust the energy absorber in real-time via acontrol signal such that a force resulting from the stroke of the energyabsorber exceeds a predetermined value causing the coupling mechanism tofail resulting in elimination of the resistance to the stroke of theenergy absorber provided by the stiffness element, and such that, basedin part on the at least one measurement received from the sensor, anactual load experienced by a part of the occupant's body is minimizedduring the vehicle shock event by utilizing substantially an entirestroke of the energy absorber.